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About Ricky_231

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    KJYO / Washington, D.C.
  • Model
    M20K 231

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  1. good call. but maybe I need a set of other basic operations on the backside of this page. things like how to tune in a frequency (if ATC gives you one over guard), how to ident, how to read fuel quantity, current altitude etc. i believe a lot of this will she'll learn as we fly more and more often, but in a pinch, might be good to have a quick reference card
  2. Makes sense - although I'd still think "engage a/p" first, then go about trying to pry me from the yoke. I'm 200lbs and she's under 150 - that way at least she'll get some help from Otto who'll be fighting me as well. One thing I do is I never take off the shoulder harness - and I keep it tight enough so it'd be very hard for me to slump over the controls just in case. At any rate - I'll add some language around that. Better safe than sorry, right? I think we can probably make it to Rochester in September - it's a shame we missed FDK last year. It's so close to us. I'm also going to check if there's anything of the sort at SunNFun
  3. My wife has no interest in learning how to fly a plane. She's agreed to take a pinch hitter course but we haven't found one yet. Now even though I'm in very good health, and plan to keep it that way, it's always best to be prepared for an emergency. With that in mind, I decided to create a simplified, "let's avoid immediate death" checklist for her. This is not designed to teach her how to land the plane, but rather to buy her (and other eventual passengers) some time to talk to ATC, work out a plan, and hopefully find a way to wake me up. Basically if she follows at least the first item, plane will stabilize in straight and level flight and that is a big win already. I also realized it might be helpful to put some pictures in there so there's no doubt which buttons to push. So here's what I came up with - I left blanked out the tail number in case anybody wants to type in their own, although I realize every plane will have slightly different configurations, so the pictures probably won't work for anyone else. I can send you the .ppt file if anyone is interested. Hopefully bit by bit I'll be able to teach her some basics - how to turn to a heading with ap on, how to descend, how to slow down and bring the gear down etc. Incapacitated Pilot Emergency Checklist.pdf
  4. Ricky_231


    This just came out on youtube - guess who's numero uno? Of course it's not even close to a scientific comparison, but yay! nonetheless
  5. Question to folks who bought Noral cushions for your mooneys - did you get the larger type A cushions, or the smaller type B?
  6. Absolutely - I don't think tower did anything wrong. In that scenario most people would have cleared the runway before I even turned final - it was an abnormal situation. I used that particular situation to illustrate an earlier point that if I'm over the threshold and there's the slightest chance the other aircraft won't be out of my way before I land, I always go around. No sense in risking it for 2 minutes and a gallon of fuel.
  7. I get it - but even at a towered airport there's a difference between 2 planes on the same runway deliberately and 2 planes on the same runway because tower assumed the first aircraft would have cleared the runway but when you're about to touch down they haven't yet. Not to go on indefinitely, but the particular scenario I was describing happened to me at a towered airport as follows: Came in IFR and was handed off to tower 5 miles out Contacted tower and was told to enter the left downwind for runway 35, following traffic, a 172, and report midfield Reported traffic in sight Reported midfield and was cleared to land, #2 behind the 172 Aware that I would be considerably faster than the 172, I extended my downwind and waited until the 172 was over the threshold to turn base Turned base then final and noticed traffic was still on the runway Kept descending toward the numbers but kept an eye on traffic Traffic missed 2nd turn off (~2000') and seemed to be on a very slow roll on the runway Made the decision to go around, went around, and informed tower As I flew over the 172, they were still on the runway, making the 3rd turn off (~3000ft) Could I have safely landed and made the 2nd turn off uneventfully before the 172? Most likely. Was I going to risk that vs going around and landing a minute or 2 later with no one in front of me? No way. That's all I'm saying. Sometimes tower assumes the traffic in front of you is faster, or more proficient than they really are. Or don't register that a mooney on downwind has a few knots on a 172 and will be closing in faster than they assumed. And we as PIC, as you pointed out, have to be ready to make that call, regardless of the clearance.
  8. touché... but that's a different situation. I was talking about not knowing what the other aircraft was going to do next - if he was going to get off the runway soon or just sit there because of a malfunction. Also, shorter distances - at oshkosh everyone's intentions are clear and distances are greater. It's not really the same runway if you think about it. The scenario I was running through my head is where both planes believe they have full use of the entire runway and are both cleared to land, and one of them is still on the runway when I'm about to touch down. If I get cleared to the orange dot, and the aircraft who just landed on the orange dot hasn't left the runway, I'll go around no doubt. But, as I said to @midlifeflyer above, I see you guys' point.
  9. Alright - that's a little different. That's like 3 runways one after the other :-) The incident I mentioned was on a 5000' runway and I went around when the other aircraft missed the 2000' turnoff and I was over the threshold - so if he stopped right there and then it would've been pretty tight. But I see your point.
  10. That's a hard no for me. If I'm about to touch down and traffic hasn't cleared the runway, I go around. Happened just the other day. I was cleared to land, student pilot in front of me, missed the 1st turn off, missed the 2nd turn off, and wasn't turning by the time I was over the threshold. I went around and flew over them as they began to turn off. You never know what could have happened. Maybe the other airplane's engine stalled and quit, maybe they blew a tire, maybe they're confused. And that's going to be the day I'm 5 knots too fast and float all the way down to the stopped traffic. Nope.
  11. ^^ this but also everyone else, either they fall asleep in flight or in the car on the way back from the airport. the current theory among my passengers is that the sound of the engine + constant, mild vibration + cabin heat is hypnotic.
  12. I flew the Hudson a couple of times - always the skyline transition at 1500-2000' though. Was looking forward to flying low this time, but clouds, strong winds, LLWS, turbulence, and every available AIRMET/SIGMET possible prevented it from happening. Next time.
  13. Final report: Ended up parking in Caldwell as noted above. FBO was great even on Jan 1 when we flew back. Plane was very well secured to the ground when we got there - which is good considering the wind and gusts we got on Monday/Tuesday. They did tug the plane around once or twice to make way for other planes on the ramp - I had the "you know the turn limits are very narrow on mooneys" talk with the line guy and when I got back there was no sign of oversteering. $20/night parking as advertised + ramp fee waived with 23 gallons. Lyft ride (half the price of Uber in NY!) was 45min, $59. A little more on they way back because of New Year's Day surge pricing everywhere. Flight in (JYO - CDW) I filed IFR and asked for 9000FT for best tailwind. ATC (mostly because of Philly) kept me at 5000' all the way, which cost me 15knots and added some time to the trip. I also had a 15 min delayed departure out of JYO because of too many planes going in the same direction apparently. I also spent a good 20 min wiping off bird sh*t from the plane before taking off. So all in all, we ended up arriving over 1 hour later than we had planned - but we were on vacation, so no problem. Flight back was VFR - we waited until the cloud deck was at around 4000' getting out of NY (around 2pm), but then clear skies after Philly, and I wanted the option of staying out of clouds at my discretion as there were many reports of mod/sev icing on the way in the morning. It was my first time flying VFR in the NY/NJ area so I got flight following after transitioning over MMU which was the best decision I took. Jets at 3-4000ft everywhere I looked. IT WAS SO BUMPY. The whole way back. We knew it was going to be bad - so we were mentally prepared. We tried 3500, then 4500, then 6500 - that was the worst, so back to 4500. Hand flew most of the way because the autopilot was getting its ass kicked. Finally landed at JYO in what was probably my best crosswind landing so far - I guess I was extremely focused because it was the first time I had to face 13 knot cross winds in a Mooney. Conclusion: it was an uncomfortable, high attention required, but uneventful flight. No pictures though. Obviously. Overall a very successful trip - we got to spend a few days in NY, had a great NYE dinner at a friend's place, and got to fly the Mooney on the first day of 2020.